An amphibious multi-terrain water planing high speed tracked vehicle

ABSTRACT

An amphibious multi-terrain water planing vehicle including: a. a hull having a top, a bottom, a front end, a rear end, a first side and a second side; b. at least one track frame, in exemplary embodiments a pair of track frames, mounted to the hull; c. a sole propulsion and water planing device including at least one continuous rotatable track having an outside surface and an inside surface, in exemplary embodiments a pair of continuous rotatable tracks, mounted to the at least one track frame, in exemplary embodiments each of the pair of continuous rotatable tracks mounted to each of the pair of track frames; the at least one continuous rotatable track, in exemplary embodiments the pair of continuous rotatable tracks not vertically adjustable relative to the hull wherein the vehicle when transitioning from land to water and vice versa requiring no modification, and wherein the vehicle is able to plane on water from a stand still position.

FIELD OF THE DISCLOSURE

The present disclosure relates to amphibious multi-terrain water planinghigh speed tracked vehicles with a seamless no down time normodification required when travelling from land to water and vice versa.

BACKGROUND

There have been many attempts to create an amphibious multi-terrainvehicle.

Hovercrafts and airboats have poor directional control on water andperform poorly on land, in particular when negotiating steep slopes.Hovercraft produce significant prop wash (a current of water or aircreated by the action of a propeller or rotor) resulting in noise levelsthat are disruptive to surroundings. The water and/or sand blowing athigh speeds towards humans proximate the hovercraft may further resultin a dangerous situation to humans. Hovercrafts perform poorly whennegotiating steep sloped terrain and are thus limited to relatively flatand level terrain. Due to the nature of hovercrafts following thecurvature of the earth when travelling, steering lacks precise control,especially in high wind conditions, causing safety issues. The flexibleskirts of the hovercraft are a high maintenance item. Due to high fuelconsumption and constant full throttle operation, frequent enginerebuilds are typical. The price of hovercrafts is significant and notwithin the budget of the average consumer.

The Amphibious Combat Vehicle (ACV) has been used by the military forseveral decades. A jet drive is used for water propulsion averaging 8kmh-1 and a maximum speed of 14 kmh-1 on water at 1200 hp. However, thecomputer brake steer system is inefficient and the lack of precisesteering control limits land speed to 80 kmh-1.

Furthermore, current amphibious vehicles require either a transitiontime when moving from land to water or vice versa and/or time to modifythe vehicle to adapt to the surface of choice.

U.S. Pat. No. 6,149,474 to Olkowski describes a vehicle propulsionsystem intended for a personal amphibious vehicle capable of efficientlytraversing water, snow, land, ice and the like. There is no discussionabout the vehicle planing on water from a still position. Furthermore,Olkowski describes the use of channels along the tracks to direct waterflow to an enhanced vertical thrust lift water flow cavity. Waterpurportedly is to flow along a belt portion defined by belt blades,upward to a cavity along the top of the belt and out a discharge port.Channeling water in this manner increases drag and reduces speed alongthe water resulting in the opposite desired effect (i.e. reduced dragand high speed along water travel). Finally, there is no discussion ofthe vehicle being buoyant. Although there is discussion of twoinflatable rollers associated with the vehicle, reference to buoyancy orfloating ability of the vehicle as well as the ability of the vehicle toplane on water commencing from a stopped position in water is neitherdescribed nor disclosed.

U.S. Pat. No. 8,002,596 to Wernicke et al. describes a high water-speedtracked amphibian with tracks movable between an upper position and alower position relative to the hull. Wernicke et al. includes two aftwater diverter vanes to reduce water carried forward by the upper run ofthe track as well as a retractable forward vane to be retracted when notin the water. Wernicke also requires a transom flap, at the rear of thevehicle, to be deployed prior to and when travelling on water andretracted prior to and when travelling on land, and along with thesuspension height must be changed to transition from land to water andvice versa. The required transition elements require time to modify thevehicle from land to water use, and vice versa and prevent use of thevehicle for towing and for use on muddy, snowy and rocky terrain, aswell as use on logs and off road use in general. This transition timeleads to down time while operating the vehicle and greater risk ofdamage to the vehicle if the transition elements are not in the properpositions during travel on the various terrains. Finally, the Wernickevehicle is estimated to cost in the range of $250,000 USD, which placesit out of the range of the average consumer of a personal amphibiousvehicle.

Gibbs Quadski™ amphibious vehicle (seehttps://en.wikipedia.org/wiki/Gibbs_Quadski) is a wheeled vehicle andrequires a 5 to 10 second pause to transition from land to water (wheelsneed to retract) and must enter and exit water slowly coming to a nearcomplete stop during transition to and/or from water/land. Furthermore,the Gibbs Quadski amphibious vehicle has a top speed of 72 kmh-1.

The Argo™ is a 6 or 8 wheeled vehicle with slower (max 5 kmh-1 water, 27kmh-1 on land according to latest brochure specs) water speeds than theGibbs Quadski™. The Argo™ does not have the ability to plane on waterfrom a standstill position in water.

The above amphibious vehicles exhibit low performance and high cost whencompared to purpose built vehicles (i.e. snowmobile for snow terrain,ATV's for land, Sea-Doos™ for water).

There is a need for an amphibious vehicle that does not requiretransition time to convert the vehicle from land to water and vice versa(i.e. ship to shore).

There is also a need for an amphibious vehicle requiring no specialdevices or mode changes when moving from various terrains or uses.

There is also a need for an amphibious vehicle safely able to attainhigh speed on water and land.

There is also a need for an amphibious vehicle able to plane on waterfrom a standing start position in the water.

There is also a need for a track based amphibious vehicle.

There is also a need for an amphibious vehicle with improved steeringcontrol on various terrain including land, water, ice, snow, mud, rocksand the like.

There is also a need for an amphibious vehicle with the improved abilityto start and stop on land, mud, snow, ice and water.

There is also a need for an amphibious vehicle with improved ridercomfort and smooth operation.

There is also a need for an amphibious vehicle with no specializeddriver skill requirement, particularly when negotiating steep terrain onsnow (no special weight transfer skills required).

There is also a need for an amphibious vehicle with the ability to towobjects or other vehicles.

There is also a need for a vehicle with a variable ratio differential,in exemplary embodiments an all mechanical variable ratio differentialto replace a transmission and differential in a vehicle.

SUMMARY

According to one aspect, there is provided a tracked amphibiousmulti-terrain water planing vehicle comprising:

-   -   a. a hull having a top, a bottom, a front end, a rear end, a        first side and a second side;    -   b. at least one track frame, in exemplary embodiments a pair of        track frames, mounted to said hull, in exemplary embodiments one        of said pair of track frames is mounted to said first side of        said hull and the other of said pair of track frames is mounted        to said second side of said hull;    -   c. a propulsion, in exemplary embodiments a sole propulsion, and        water planing means comprising at least one continuous rotatable        track having an outside surface and an inside surface, in        exemplary embodiments a pair of continuous rotatable tracks,        mounted to said at least one track frame, in exemplary        embodiments each of said pair of continuous rotatable tracks        mounted to each of said pair of track frames; said at least one        continuous rotatable track, in exemplary embodiments said pair        of continuous rotatable tracks, in one embodiment not vertically        adjustable relative to said hull; and    -   d. a drive system for driving said at least one continuous        rotatable track, in exemplary embodiments for driving said pair        of continuous rotatable tracks;    -   e. said drive system further for driving a steering system;        wherein said vehicle when transitioning from land to water and        vice versa requiring no modification and wherein said vehicle is        configured to plane on water while in motion, commencing from a        stand still position in water.

In another embodiment, said pair of continuous rotatable tracks arevertically adjustable relative to said hull.

According to one embodiment, said hull is buoyant.

According to yet another embodiment, said at least one track frame, inexemplary embodiments said pair of track frames, is buoyant.

According to yet another embodiment, said hull and said at least onetrack frame, in exemplary embodiments said pair of track frames, arebuoyant.

According to yet another embodiment, said at least one continuousrotatable track, in exemplary embodiments said pair of continuousrotatable tracks, provides lift and thrust when planing on water.

According to yet another embodiment, said hull along with said at leastone continuous rotatable track, in exemplary embodiments said hull alongwith said pair of continuous rotatable tracks, provide lift of saidvehicle when travelling along water.

According to yet another embodiment, said hull of said vehicle whiletravelling on water, after planing out, is not in contact with saidwater and said at least one continuous rotatable track, in exemplaryembodiments said pair of continuous rotatable tracks are the sole liftproducing means and propulsion means along the water, in exemplaryembodiments maintaining planing and no loss of speed on water.

According to yet another embodiment, said at least one continuousrotatable track, in exemplary embodiments said pair of continuousrotatable tracks combined, have a track width to overall vehicle widthratio of from about 0.4:1 to about 0.95:1, in exemplary embodiments fromabout 0.5:1 to about 0.95:1, and in exemplary embodiments from about0.6:1 to about 0.95:1.

According to yet another embodiment, said vehicle has a ratio of liftproducing track width to lift producing hull width of from about 0.5:1to about 12:1, in exemplary embodiments about 1.23:1.

In exemplary embodiments, said at least one rotatable continuous track,in exemplary embodiments each of said pair of continuous rotatabletracks comprise a belt portion and a plurality of spaced track lugs onsaid belt portion extending from an outer surface of said track whereineach of said plurality of spaced track lugs have a track lug height(depth) of at least about 1.6 inches (4.06 cm), in exemplary embodimentsat least about 2.5 inches (6.35 cm). It has been found tall lugs reducetrack slip and increases thrust (propulsion) while travelling in water.Track lug height (depth) may vary as desired. In a preferred embodiment,track lug height (depth) increases as the weight and/or size of theamphibious vehicle increases.

According to yet another embodiment, each of said track lugs has atriangle-like profile. In one example, said triangle-like profile is anisosceles triangle. In yet another example, said isosceles triangle hasan angle formed at a point of each of said track lug distant said beltportion from about 30 degrees to about 120 degrees. In another example,said triangle-like profile is a scalene triangle. In another example,said triangle-like profile is selected from at least one of the groupconsisting of a right angle triangle, an obtuse angle triangle, an acuteangle triangle and combinations thereof. In another embodiment, saidtrack lugs have a truncated peak.

According to yet another embodiment, each of said track lugs has atleast one triangle-like side that is curved (i.e. concave, convex). Inanother embodiment, each of said track lugs has two triangle-like sidesthat are curved.

According to yet another embodiment, said triangle-like profile of saidtrack lug has a lead triangle side (lead face of track lug) at an anglewhen proximate the water surface, promoting movement of water on saidlead triangle side away from said track, assisting in propulsion of saidvehicle in a desired direction.

According to yet another embodiment, each of said track lugs proximateeach of the sides of said belt portion is taller and/or shorter thaneach of said track lugs proximate the centre of said belt portion.

According to yet another embodiment, said at least one continuousrotatable track, in exemplary embodiments each of said pair ofcontinuous rotatable tracks, further comprise a side flange, inexemplary embodiments a plurality of side flanges, in exemplaryembodiments extending outward, in exemplary embodiments extendingnormal, from the outer surface of said at least one continuous rotatabletrack, in exemplary embodiments from the outer surface of each of saidpair of continuous rotatable tracks, and in exemplary embodiments alongeach side of the at least one continuous rotatable track, in exemplaryembodiments along each side of each of said pair of continuous rotatabletracks, forming an inner side wall and an outer side wall along thelength of the at least one continuous rotatable track, in exemplaryembodiments forming an inner side wall and an outer side wall along thelength of each of said pair of continuous rotatable tracks. In anexemplary embodiment, said side flange is integral with said beltportion. In yet another exemplary embodiment, said side flange isdetachable from said belt portion. In an exemplary embodiment, each sideflange has a height lower than the height of each of said track lugswhen travelling on land. In another exemplary embodiment, each sideflange has a height higher than the height of each of said track lugswhen travelling on water. In yet another exemplary embodiment, each sideflange has a height equivalent to the height of each of said track lugs.

In an exemplary embodiment, said side flange is deformable (or flexible)without tearing when said belt portion is bent in an arc shape or thelike, and said side flange is able to retain its normal shape when saidbelt portion is not bent in an arc shape or the like. In yet anotherexemplary embodiment, said side flange is “S” in shape. In yet anotherexemplary embodiment, said side flange is zigzag and/or accordion inshape. In yet another exemplary embodiment, said side flange isserpentine in shape.

According to yet another embodiment, said vehicle further comprises atrailing edge proximate an end thereof and a center of mass, with anangle formed from the trailing edge to the centre of mass of from about35 degrees or less, in exemplary embodiments from about 35 degrees toabout −20 degrees. We have found this range of angles to be effectivefor an amphibious vehicle able to plane of water when starting from astandstill position in water, without additional lift devices or thelike on said vehicle.

According to yet another embodiment, said vehicle further comprises acenter of mass and center of buoyancy proximate one another such thatany lift producing surface of said vehicle is optimal for planing onwater, without the need for external retractable devices to increaselift surface of said vehicle.

According to yet another embodiment, said vehicle further comprises acontinuously variable speed transmission and steering differential asdescribed in published U.S. 20160339957. In a preferred embodiment, saidcontinuously variable speed transmission and steering differentialcomprising a central drive axle, two pairs of sheaves and two shiftarms. The drive axle is driven by an external power source. The twopairs of sheaves, left and right, are mounted to the drive axle. Eachpair of sheaves includes a fixed drive sheave and a movable drivesheave. Each movable drive sheave is positioned by a shift arm. Shiftingthe shift arms left or right varies the gear ratio between the left andright pair of sheaves thereby providing steering control. Narrowing thedistance between the shift arms increases the gear ratio andconsequently puts the transmission into a higher gear, thereby providingspeed control.

In an exemplary embodiment, said continuously variable speedtransmission and steering differential comprises:

a. a laterally extending central drive axle rotatably driven by a powersource;

b. two pairs of drive sheaves namely a left and right pair, mounted tothe drive axle; wherein each pair of drive sheaves includes a fixeddrive sheave and a laterally moveable drive sheave along the drive axle;

c. a means for transmitting rotational energy from the left drivesheaves to a left driven axle and from the right drive sheaves to aright driven axle;

d. two spaced apart longitudinally extending shift arms connected to themoveable drive sheaves for controlling the positioning of the moveabledrive sheaves;

e. wherein narrowing or increasing the gap between the shift armsnarrows or increases respectively the gap between each pair of drivesheaves and increases or decreases the gear ratio which increases ordecreases the speed of the driven axles, thereby providing speedcontrol;

f. wherein shifting the shift arms either left or right varies the gearratio between the left and right pair of sheaves which providesdifferential speed between the left and right driven axles therebyproviding steering control; therefore speed control and steering controlis simultaneously and independently effected by controlling the positionof the shift arms.

Exemplary embodiments further including;

a. the transmitting means includes two pairs of driven sheaves namely aleft and right pair, mounted to the left and right driven axlesrespectively rotationally connected to the left and right pair of drivesheaves respectively;

b. wherein each pair of driven sheaves includes a fixed driven sheaveand a moveable driven sheave such that the gap between the pair ofdriven sheaves changes inversely proportionally to the gap of the pairof the corresponding drive sheaves.

In an exemplary embodiment, the shift arms are longitudinally extendingspaced apart parallel members.

In an exemplary embodiment, the shift arms are planar bars.

In an exemplary embodiment, the shift arms are connected with at leastone ball screw shaft extending perpendicular to the shift arms forcontrolling the lateral spacing between the shift arms by rotating theball screw shaft.

In an exemplary embodiment, the shift arms are connected with two spacedapart ball screw shafts extending perpendicular to the shift arms forcontrolling the lateral spacing between the shift arms by rotating theball screw shafts.

In an exemplary embodiment, the ball screw shaft rotation is motordriven.

In an exemplary embodiment, the ball screw shaft is motor driven withsprockets mounted onto the end of each ball screw shaft and motor andinter-connected with a chain.

In yet another exemplary embodiment, said continuously variable speedtransmission and steering differential further includes a pivotingdifferential arm shaft connected to each shift arm with differentiallinks such that pivoting the differential arm shaft in one directionvaries the gear ratio between the left and right pair of sheaves andpivoting in the opposite direction varies the gear ratio oppositelybetween the left and right pair.

In exemplary embodiments, the differential arm shaft is connected to atleast one differential arm which in turn is connected to a link armpivoting about a link arm pivot, wherein each end of the link arm isconnected to one end of a differential link thereby connecting thedifferential arm shaft to the shift arms.

In exemplary embodiments, the inner drive sheaves are fixed and theouter drive sheaves are moveable, and the inner driven sheaves aremoveable and the outer driven sheaves are fixed.

In exemplary embodiments, the differential arm connected to a steeringlinkage which in turn is connected to a steering control such thatactuating the steering control pivots the differential arm therebyproviding steering control.

In exemplary embodiments, the drive axle includes a cog pulley connectedto a belt for receiving power from a power source.

In exemplary embodiments, the drive axle includes a cog pulley connectedto a belt for receiving power from a power source.

In exemplary embodiments, the driven axles are connected to wheels.

In exemplary embodiments, the driven axles are connected to tracks.

In exemplary embodiments, the steering control is a set of pivotinghandle bars.

In exemplary embodiments, the power source is an internal combustionmotor.

In exemplary embodiments, the transmitting means further includes twov-belts rotationally connecting the left drive sheaves to the leftdriven sheaves and the right drive sheaves to the right driven sheaves.

According to yet another embodiment, said vehicle further comprises atrailing edge water diverter integral with said hull, in one example arear fender integral with said hull for reducing water at the trailingedge from recirculating back to said vehicle, in exemplary embodimentsfor reducing water at the trailing edge from recirculating back into aspace defined between said track and said hull, and reducinghydrodynamic drag and/or parasitic drag during planing and/or travelingon water. In another exemplary embodiment, said diverter (or fender)assists in moving water clear of said fender during planing and/ortraveling on water. In exemplary embodiments, said diverter (or fender)is proximate the rear end of said hull. In another embodiment, saiddiverter is located proximate the front end of said hull and/orproximate the rear end of said hull.

In yet another embodiment, said end of said vehicle provides anunobstructed path for water sprayed off said tracks to be directed awayfrom said vehicle and minimizing water sprayed off said trackscontacting said vehicle. In exemplary embodiments, said unobstructedpath forms a minimum angle of about 40 degrees from the trailing edge ofsaid tracks to a trailing edge of said vehicle.

In yet another exemplary embodiment, said trailing edge water diverter,more in exemplary embodiments, said integral trailing edge waterdiverter extends beyond said at least one continuous rotatable track aminimum of about 40 degrees in relation to the angle formed between awetted lift producing track surface and a tangent line at said trailingedge of a starting point of rotation travel of said track.

In yet another exemplary embodiment, said trailing edge water diverter(or rear fender), in exemplary embodiments said trailing edge waterdiverter integral with said hull (or rear fender integral with saidhull) extends below the surface of the water when said vehicle is inwater and reduces surface water flow from feeding into the returning topside of said track. In an exemplary embodiment, said trailing edge waterdiverter (or rear fender) comprises a flap, in exemplary embodiments, arubber flap, extending from said diverter (or rear fender) proximateeach track, but not touching the track, reducing surface water flow fromfeeding into the returning top side of said track when traveling inwater. In an exemplary embodiment, said water diverter (or rear fender)and flap form an angle from the bottom of the trailing edge of the trackfrom between about 0 degrees to about 90 degrees, in exemplaryembodiments, about 30 degrees. In yet another exemplary embodiment, saidtrailing edge water diverter is proximate said rear end and front end ofsaid vehicle.

In any of the embodiments, said vehicle has a track loading of about0.80 psi (5.52 kPa) or less calculated by total vehicle weight/totalflat track surface area (in contact with a flat surface, in exemplaryembodiments a firm flat surface). We have found this track loading valuefacilitates the distribution of the weight of said vehicle over thelargest possible surface area of track to minimize penetration of saidvehicle into said surface.

According to yet another embodiment, said vehicle has a track liftproducing wetted area having a pressure in the range of from about 0.1(0.69 kPa) psi to about 1.1 psi (7.58 kPa) at water planing threshold,in exemplary embodiments from about 0.25 psi (1.72 kPa) to about 0.70(4.83 kPa) psi at water planing threshold. We have found this rangefacilitates planing of the vehicle on water without additional liftingdevices.

In any of the embodiments, said vehicle further comprises a tilt deviceto facilitate steering of said vehicle. In an exemplary embodiment, saidtilt device comprises a suspension allowing each of said tracks to beadjustable in vertical height in relation to each other whilemaintaining each of said tracks parallel to each other, in exemplaryembodiments parallel in both a vertical and horizontal plane, thusallowing the hull to tilt and the vehicle to be steered (or directed) ina desired path of travel. In an exemplary embodiment, said tilt deviceis manual. In yet another exemplary embodiment, said tilt device ispowered. On water, said tilt device steers the vehicle as a result oftilting the tracks relative to the water.

In any of the embodiments, said vehicle further comprises a poweredheight suspension system.

In an exemplary embodiment, said vehicle further comprises a poweredheight suspension system and a powered tilt steering device.

According to yet another embodiment, said vehicle has a volume of watercontained within a swept path of lift producing track lugs facilitatingsaid vehicle to plane on water without the need of retractable devicesor additional lift devices.

According to yet another embodiment, said vehicle has a minimum wettedtrack volume of water contained within a swept path of lift producingtrack lugs to vehicle weight of at least about 1.8 cubic inches perpound of vehicle mass (65 cm³/kg). In exemplary embodiments, greaterthan about 1.8 cubic inches per pound of vehicle mass (65 cm³/kg)allowing for the vehicle when moving on water to plane on water startingfrom a standstill position in water. Without being bound by theory, itis believed this allows the vehicle to plane on water without requiringretractable devices or additional lift devices to increase surface areaon water for planing of a vehicle, allowing said vehicle to plane onwater with only track lift surfaces and optionally hull lift surfaces.

According to yet another embodiment, said wetted track volume of watercontained within a swept path to vehicle mass is calculated as follows:WTL×TTW×LH/M=in³/lb. (cubic inches of water per pound of vehicle weight)or cm³/kg (cubic centimeters of water per kilogram of vehicle weight),wherein WTL=Wetted Track Length at planing threshold; TTW=Total TrackWidth; LH=Lug Height and M=Mass of vehicle including operator and fuel.This provides a wetted track volume to vehicle weight ratio. Withoutbeing bound by theory, it is believed for a tracked amphibious vehicleto successfully plane on water, a minimum amount of thrust relative toweight is required, as calculated at the planing threshold. In exemplaryembodiments, the wetted track volume to vehicle weight ratio is at least1.8 in³/lb. (65 cm³/kg) or greater.

The planing threshold is a point where the horizontal drag force hasreached a peak. Beyond this point, lift force is sufficient to raise thecenter of mass of the vehicle enough to begin reducing drag, by reducingthe volume of water displaced. Due to forward momentum, the volume ofwater displaced is much more than just the wetted volume of water forthe vehicle at rest.

During the planing threshold, the tracks are providing both lift andthrust.

In an exemplary embodiment, said continuous rotatable track is comprisedof a plurality of linkable segments. In exemplary embodiments, eachlinkable segment comprises at least one track lug and at least one sideflange, in exemplary embodiments a side flange on each side thereof.

According to yet another embodiment, said vehicle further comprises anenclosure, in exemplary embodiments a covered enclosure, forming part ofsaid vehicle. The enclosure may comprise at least one window and atleast one door. In an exemplary embodiment, the enclosure is detachable.In another exemplary embodiment, the vehicle is a full enclosure servingseveral purposes including protection of the operator, vehicle andcontents thereof (including any passengers) should the vehicleexperience a rollover, and facilitating the vehicle to self-right inwater when required. In another embodiment, the enclosure furtherreplaces the need of a roll bar or roll cage. The structure of theenclosure should be strong and rigid to support the weight of thevehicle and contents thereof in the event of a rollover or the like. Apreferred material is Foam Core Carbon Fiber (FCCF) although othermaterials that minimize any water entering the cabin when the vehicle isnot upright to allow auto roll back over to an upright position (i.e.self-righting or auto-righting). The enclosure in exemplary embodimentsprovides thermal insulation. The enclosure in exemplary embodiments alsoprovides acoustic insulation. The thermal and acoustic insulationprovides an increased comfort level to the operator and occupants of thevehicle.

According to yet another embodiment, said vehicle further comprises aparachute connectable to said vehicle. Said parachute allowing for saidvehicle to be deployed from the air at a height above the surface (i.e.land, water, ice, etc.) and to safely reach the desired location. In oneembodiment, said parachute further comprises a powering system to powersaid vehicle while in the air to assist in directing said vehicle to thedesired location.

According to yet another exemplary embodiment, said vehicle is modularin that the tracks and track frames are detachable from said hull toallow said vehicle to fit in a confined space for transportation and/orstorage. Any side fenders attached to said hull may also be detachablefrom said hull to allow said vehicle to fit in a confined space fortransportation and/or storage.

In an exemplary embodiment, said vehicle exhibits at least one of thefollowing characteristics: i) all mechanical differential—no brakes,clutches, hydraulics, motors or computer; ii) precise safe control forhigh speed steering—naturally goes straight unattended; iii) highefficiency—only air cooling required; iv) differential steering has noengine loading affect—no speed loss to steer; v) cost effective andreliable—single unit transmission and differential; vi) lowmaintenance—no lubrication required, no gears, long service intervals;vii) smooth and quiet for stealth operation; viii) VRD is compound (2,4, 6 or 8 belt) for high torque capacity, easy scale up or down; ix)able to carve in water, deep snow and mud at high speed; x) controlwheel slip on any surface without ABS brakes—works with one tire off theground; xi) equal control high speed reverse—planes out on water inreverse; xii) able to parachute onto land or water at high speed forsearch and rescue missions; xiii) long travel suspension-ideal for highpower high speed vehicle (i.e. tank).

BRIEF DESCRIPTION OF THE FIGURES

FIG. 1 is a side view of the tracked amphibious vehicle, according toone exemplary embodiment.

FIG. 2 is a perspective view of the vehicle of FIG. 1 depicting thevehicle with the hull removed, according to one exemplary embodiment.

FIG. 3A is a perspective view of the vehicle of FIG. 1 depicting thesteering and suspension system, with one side track and track frameremoved, according to one exemplary embodiment.

FIG. 3B is a perspective view of the vehicle with foot pedals adjustingtilt.

FIG. 3C is a perspective view of the vehicle with handle bars adjustingtilt.

FIG. 4 is a bottom view of the vehicle according to an exemplaryembodiment.

FIG. 5 is a perspective view of the track lugs, according to anexemplary embodiment.

FIG. 6 is a perspective view of the track lugs, according to yet anotherexemplary embodiment.

FIG. 7 is a perspective view of the side track flanges, according to anexemplary embodiment.

FIG. 8 is a perspective view of the side track flanges, according to yetanother exemplary embodiment.

FIG. 8A is a cross sectional view of the track when concaving in anexemplary embodiment.

FIG. 8B is a perspective view of an alternative of the track and wheelconfiguration.

FIG. 9A depicts the angle formed from the center of mass and a trailingedge and the bottom of the track, according to an exemplary embodiment.

FIG. 9B depicts the angle formed from the center of mass and a trailingedge and the bottom of the track, according to an exemplary embodimentat the water planing threshold.

FIGS. 10A and 10B depict the water diverter, according to an exemplaryembodiment.

FIG. 11 is a perspective view of a linkable segment forming the tracks,according to an exemplary embodiment.

FIG. 12-1 12-2 depicts a comparison of the prior art trajectory with thepresent trajectory of the vehicle.

FIGS. 12A-12C depict turning actions of the continuous variable speedtransmission and differential according to an exemplary embodiment.

FIGS. 13-18 depict the continuous variable speed transmission anddifferential according to an exemplary embodiment.

FIGS. 19A, 19B and 19C depict the vehicle enclosure according to anexemplary embodiment.

FIG. 20 depicts a further exemplary embodiment of the drive wheel andidler wheels.

FIG. 21 depicts the parachute attached to the vehicle according to anexemplary embodiment.

FIG. 22 depicts an exploded view of an exemplary embodiment of thevehicle with the tracks, track frames and fenders detached from thevehicle.

DETAILED DESCRIPTION

Referring now to FIGS. 1 and 2, there is depicted a side view of atracked amphibious vehicle 10 according to one exemplary embodiment. Thevehicle 10 is comprised of a hull 20, which forms the main structure ofthe vehicle and wherein major components forming the vehicle 10 areattached. The hull 20 may be made of any metal such as aluminum, handlaid or molded composite materials, plastic or wood or a material knownto a person of ordinary skill in the art. In exemplary embodiments, thematerial is Foam Core Carbon Fiber or Foam Core Kevlar™ (Aramid cord),although any material that will allow the hull 20 to have the desiredcharacteristics is suitable. The hull includes a side fender 22. Thehull 20 may be buoyant or non-buoyant. One preference is the hull 20 isbuoyant. Attached to the hull 20 is a track frame 30 (in this depictiona track frame 30 is attached to either side of the hull 20). The trackframe 30 may be made of any metal such as aluminum, hand laid or moldedcomposite materials, plastic or wood or a material known to a person ofordinary skill in the art. An exemplary material is Foam Core CarbonFiber or Foam Core Kevlar™ (Aramid cord), although any material thatwill allow the frame to exhibit the desired characteristics is suitable.Each track frame 30 may be buoyant or non-buoyant and may be of a rigidstructure. Each track frame 30 may be attached to either side of thehull 20 by a suspension and drive system (See FIGS. 2 and 3). Each trackframe further includes at least one rotatable drive wheel 40 (See FIG.3) and at least one rear idler wheel 50, in exemplary embodiments a pairof rear idler wheels 50 sandwiching said rotatable drive wheel 40, andat least one front idler wheel 52, in exemplary embodiments a pair offront idler wheels. The at least one rotatable drive wheel 40 may bemade of Ultra High Molecular Weight (UHMW) plastic, nylon, Delrin andcombinations thereof, although any material that will allow the at leastone rotatable drive wheel to have the desired characteristics issuitable. The at least one idler wheel may be made of Ultra HighMolecular Weight (UHMW) plastic, nylon, Delrin and combinations thereof,although any material that will allow the at least one rotatable idlerwheel to have the desired characteristics is suitable. The at least onedrive wheel 40 and at least one idler wheel 50 on each track frame 30support a track 60. There is also depicted a plurality of centrallylocated idler wheels 54 to further assist with the securement of thetrack and reduce track slippage. The track 60 may be made of rubber,Aramid cord, material known to a person of ordinary skill in the art,and combinations thereof, although any material that will allow thetrack to have the desired characteristics will be suitable. In oneexample, the track may be made of a continuous loop Aramid cordreinforced rubber, a standard snowmobile track known to a person ofordinary skill in the art, or a plurality of segments hinged together toform a continuous track, each segment may be made of Ultra HighMolecular Weight (UHMW) plastic, nylon, Delrin and combinations thereof.The track is in exemplary embodiments a rubber track, and is used forengaging the at least one drive wheel 40 and the at least one idlerwheel 50. In this example there are two rear drive wheels (one pertrack) and a plurality of idler wheels. The at least one drive wheel 40serves to drive the track in the direction of choice. The at least oneidler wheel 50 assists in maintaining the track 60 on the frame 30.Idler wheels 50 and 52 are flanged at the edges thereof to contain eachtrack on said respective track frame 30 and drive wheel 40 and reducelateral movement of the drive wheel 40 and track 60. The track 60 oneach track frame 30 provides grip and propulsion on land, and propulsionand lift on water. The track 60 may be formed as understood by peopleskilled in the art as well as be formed by a multi-link or segmentedtype track (See FIG. 11).

Referring now to FIG. 2, there is depicted a view of the vehicle 10,according to another exemplary embodiment, wherein the hull is removed,and an exposed view of the tracks 60, track frames 30, and idlers wheels50 is provided. Each track 60 is comprised of a plurality of track lugs70 on the outer surface of each track and inner drive lugs (or internaldrive cogs) 80 on the inner surface of each track. The track lugs 70 andinner drive lugs 80 may be integral with the track 60 or may bedetachable and replaceable. The track lugs 70 and inner drive lugs 80may be made of high density plastic such as UHMW plastic, although anymaterial that will allow the track and drive lugs to have the desiredcharacteristics will be suitable. The track lugs 70 engage with thesurface being travelled. The inner surface drive lugs 80 engage with thedrive wheels 40 causing each track 60 to move in the desired directionand speed. For engagement of the drive lugs 80 with the drive wheels 40,drive wheels 40 have a plurality of drive lug receivers 42 thereon (SeeFIG. 3A). Drive lug receivers 42 are shaped to receive the drive lugs 80to drive the track in the desired direction and guide the track asdesired, and minimize any slippage of the track 60 on the drive wheels40.

Referring to FIGS. 3A, 3B and 3C, a suspension tilt system is shown. InFIG. 3A, the tilt system comprises, as an exemplary embodiment, twolinear actuators 100, 100′. Linear actuators 100, 100′ providepositioning of the tilt bell crank assemblies 110, 110′ each comprisinga tilt pivot arm 120, 120′ and tilt axle 130, 130′. The linear actuators100, 100′ actuate the tilt bell crank assemblies 110, 110′ via tiltconnectors arms 140, 140′ connecting the linear actuators to theirrespective tilt bell crank assemblies 110, 110′ such that when thevehicle suspension of the left and right side are travelling in unison,vehicle height may be adjusted when the bell crank assemblies rotate,whereas when one side is moving in the opposite direction of the otherside (i.e. one side is moving upwards while the other side is movingdownwards), the vehicle tilts. Each tilt connector arm 140, 140′transfers force from the front tilt bell crank assembly to the rear tiltbell crank assembly as well as connects each side of the front and rearpivotal shock mounts 150 allowing movement (such as linear movement) ofthe pivotal shock mounts 150 to be in unison while keeping the front andrear pivotal shock mounts 150 parallel to each other. Tilt axle 130,130′ serves several purposes including pivotally attaching shock mount150 to the hull 20; carrying vertical load applied to the track frame30; transferring torque between shock mount 150 and tilt pivot arm 120,120′ and supplementing the structural strength of the hull 20. Tiltpivot arms 120, 120′ receive torque from each respective tilt axle 130,130′ and apply force to the respective tilt connector arm 140, 140′.Each coil-over shock (biasing means) 160 is comprised of a coil springsurrounding a hydraulically dampened shock, although any biasing meansmay be applied herein. The tilt bell crank assemblies 110, 110′ connectthe track frames 30 to hull 20 by coil-over shocks 160. Each jackshaft170 receives torque from a variable ratio differential and transferstorque to each rear drive axle 180 that drives the drive wheel 40, inexemplary embodiments via a gear belt (or timing belt). In thisembodiment, each side of the vehicle 10 includes a jackshaft 170,positioned concentric to each other whilst allowing for independentrotation from each other. Each jackshaft 170 serves to transferacceleration and deceleration forces (push/pull) from the rear driveraxle 180 to the hull 20 through each enclosed swing arm 190. Thevertical component to the force in response to torque creates a forcevector responsible for suspension behavior of the vehicle 10 duringspeed rate of change. Each enclosed swing arm 190 is comprised of ahollow housing (which may be waterproof) containing a rotatable mounteddrive and driven gear belt pulley. Drive wheel 40 receives torque fromthe rear drive axle 180 applying force (which may be a linear force) tothe drive lugs 80; transfers radial loads from the ground into the reardrive axle 180 (supported by the track frames 30); guides tracks 60positioned between track drive lugs 80 and transfers lateral forcesreceived from the tracks 60 into the rear drive axle 180 producing anaxial load on the rear drive axle 180 which is transferred into thetrack frames 30 and then transferred to the S-arms 200, which in turnapply lateral force to the hull 20. Each rear drive axle 180 rotatablymounted inside the enclosed swing arm 190, receives torque from thedriven gear belt pulley of the enclosed swing arm 190 and applies torqueto the track driver (drive wheel) 40. The rear drive axle 180 furtherhandles axial and radial loads generated by interactions between theground and the hull 20, and is mounted to each respective track frame 30with bearings. Rear idler wheels 50 control track tension and shapewhile transferring radial loads from the ground into the rear driveaxles 180 and transfer compression loads from tracks 60 into the reardrive axles 180. S-arms 200 include front S-arms and rear S-arms. Oneend may be pivotally connected to the hull 20 and the other end may bepivotally connected to a respective S-arm linkage 210. The S-arms serveto reduce lateral forces, permit vertical suspension travel with noinfluence on acceleration or braking forces. Each S-arm linkage 210 ispivotally connected to the track frame 30 and reduces lateral forces.

In FIG. 3B, two foot pedals 260 are shown with the left pedal up and theright pedal down. This version does not have the linear actuators ofFIG. 3A. The actuation of foot pedals 260 actuate the torque arms torotate, which in turn facilitate adjustment of the suspension heightwith bell crank shock mount pulled up to lower the suspension and bellcrank shock mount pushed down to raise the suspension (i.e. tiltsteering the vehicle). The handle bar 270 further facilitates thedirectional control of the vehicle. This is a full manual version.

In FIG. 3C, the vehicle includes handle bar 270 to actuate tilting ofthe vehicle and steering of the vehicle (no foot pedals and no linearactuators). In this case, when an operator turns the handle bar 270, thevehicle is tilted through suspension height adjustment and steeredthrough controlling the differential steering system. In this case thesteering column tilt pivot arm is welded to the steering column. This isa full manual version.

Referring now to FIG. 4, there is depicted the bottom of the vehicleaccording to an exemplary embodiment wherein the total track width TTWis the sum of the width of a first track (T1) and a second track (T2).There is also depicted the hull width (HW) and the overall width OW ofthe vehicle bottom being the width from one side of the vehicle to theother side of the vehicle. This also allows one to calculate a totaltrack width to overall width ratio. In this instance, the total trackwidth to overall width ratio is from about 0.40:1 to about 0.95:1.

FIG. 4 also depicts the bottom of the vehicle according to an exemplaryembodiment where the lift producing area is measured and wherein theratio of lift producing track width TTW of 32 inches to lift producinghull width HW of 26 inches is about 1.23:1.

Referring now to FIG. 5, there is depicted an exemplary profile of thetrack lugs 70. In this example, each track lug has a triangle likeprofile resembling an isosceles triangle with a truncated top. The angleθ can range from about 30 degrees to about 120 degrees. This profile isadvantageously effective during land as well as water travel.

Referring now to FIG. 6, there is depicted another exemplary profile ofthe track lugs 70. In this example, the track lug has a triangle likeprofile resembling a right-angle triangle wherein the angle opposite thetrack surface is about 45 degrees and one side forming the 90-degreeangle is facing opposite the direction of travel. In this case, side Aof the lug will tend to direct water, in contact with the lugs whencoming up from the water surface, away from the vehicle when moving andthus facilitate the movement of the vehicle 10 in water.

Although two profiles have been provided as examples, other trianglelike profiles may also be used. In general, according to one exemplaryembodiment, each track lug 70 has a chamfered outside edge proximate thetop thereof to facilitate travel along surfaces and in particular whenthe vehicle is turning by reducing said vehicle from gripping on saidsurface and resulting turning of same.

Referring now to FIG. 7, there is depicted side flanges 220 runningalong the sides of the tracks. Side flanges 220 may be an integral partof the track or they may be attached by rivets and detachable asdepicted in FIG. 7. Side flanges 220 extend outwardly normal from theouter surface of the track forming an inner side wall and an outer sidewall extending up towards the top of the track lugs 70. Said sideflanges 220 assist in reducing water that is captured between track lugs70 from flowing outwards along the sides of the tracks when travellingon water. This action assists in the lift of the vehicle along thewater. Once the tracks begin to form a wake out the sides of the tracksand most of the water has cleared from inside the tracks, side flanges220 advantageously increase lift of the vehicle by containing waterwithin the tracks. This containment increases lift and reduces dragresulting in more speed of the vehicle on water.

Referring now to FIG. 8, the side flanges 220 may be “S” or serpentineshape and are deformable without tearing. Other shapes include zigzag(not shown). The side flanges 220 may be called side treads as well. Thedeformable aspect of the side flanges allows for the side flanges 220 tostretch and straighten out while the track follows the radius of idlerwheel without tearing when the track is bent in an arc such as whentravelling over the outer diameter of the idler wheel. FIG. 8A depictsan alternative wherein track 60 is resilient such that at planing onwater, the central longitudinal portion of the track running along thewater forms a concave area between the water, the drive 50 and/or idlerwheels and the track 60, resulting in water being trapped along theunderside of the vehicle resulting in further lift while planing. Thedrive wheels 50 and/or idler wheels are positioned, preferably proximatethe outside edges of said track, such that concaving of the track isurged while the vehicle is planing on water. In this alternative, lug 70flexes to form a concave area between the water and the track 60 andreturns to an unflexed form when not in contact with the water. In afurther alternative, as per FIG. 8B, there are a pair of at least two ormore spaced apart tires (or other cylindrical object such as a rigidplastic wheel or metal wheel) wherein one pair is proximate one end ofthe vehicle and the second pair is proximate a second end of thevehicle, with at least one track mounted thereon such that water forceon the track while said vehicle is water planing creates an arc (ordeflects the underside of the track creating a concave shaped undersidetrack in relation to the water) along the underside of the track (SEEFIG. 8A).

Referring now to FIG. 9A there is depicted another exemplary embodimentof the vehicle 10, wherein the center of mass and a trailing edge andthe bottom of the track form an angle of from about 35 degrees or less.In another exemplary embodiment, the angle is from about 35 degrees toabout −20 degrees. When the suspension and the trailing edge is belowthe center of mass of the vehicle, the angle is positive. When thesuspension and the trailing edge is above the centre of mass of thevehicle, the angle is negative. In FIG. 9A, the angle is 18 degrees.

Referring now to FIG. 9B, there is depicted the vehicle in anotherexemplary embodiment wherein the vehicle is in water at the planingthreshold showing the wetted track surface producing lift. The angle asdescribed above is at 25 degrees. Furthermore, the clearance for waterleaving from said track is at least 40 degrees from the rear end of thehull. This minimizes the drag on the vehicle and facilitating planing ofsaid vehicle on water.

Referring now to FIGS. 10A and 10B, there is depicted a water diverter(or fender) 230 proximate the rear of the vehicle 10 (although the waterdiverter may also be proximate the front of the vehicle for reversetravel). The water diverter 230 reduces water along the rear of thetrack from returning back along the top of the track and towards thefront of the vehicle 10 as well as splashing up against the vehicle whenthe diverter 230 is about at or below the water line. The water diverter230 in this exemplary embodiment is a rubber flap square in shape andattached to the rear of the hull 20 with the leading edge of the waterdiverter 230 being proximate the top of track lugs 70 but not touchingthe track lugs 70. Another exemplary embodiment (not shown) the leadingedge of the water diverter 230 touches the track lugs 70 withoutnegatively affecting the movement of the tracks or speed of the vehicle.The diverter may be part of the chassis structure, bolted to thechassis, be part of the fender, be solid, hollow, made of any materialor mounted to a rear trailer hitch as long as it minimizes and inexemplary embodiments blocks surface water flow from feeding into thereturning top side of the track. A vertical plate behind the trackextending from above to below the water line will increase trackpropulsion efficiency more effectively than all other devices thatdivert water spray. Many variations of a fender design are possible, inthis example the lead edge of the fender extends below the water surfacewhile vehicle is at rest in the water and the trailing edge of thisfender extends above the water line at an angle between 0 and 90 degreeswhile in exemplary embodiments at 30 degrees to bottom of track. Manyvariations to the lead edge material and shape are possible but a sturdyrubber belt material is preferred to absorb the abuse of mud, rocks andice while running close or in contact with the tracks.

Referring now to FIG. 11 there is depicted a linkable track segment 240which, along with other linkable track segments, when connected to eachother, forms a segmented track. Each linkable segment 240, in thisembodiment, consists of track lugs 70, side flanges 220 and drive lugs80. Each linkable segment is connectable to another linkable segmentallowing for rotation with each other via connectors 250 running alongeither edge of the segment 240. The connectors 250 are spaced apart fromeach other allowing the connector of an adjoining linkable segment to bereceived in the spaces between the connectors of the first segment. Thelinkable segments may be connected to each other via a connecting rod(not shown) running through the connectors 250 joining the linkablesegments and allowing the adjacent linkable segment to be rotatable inrelation to the other to form a continuous rotatable track to be usedwith said vehicle 10. One advantage of a linkable segmented track is thefacilitation of removal and replacement of a portion of the track asneeded through removal and replacement of at least one linkable segment.Another advantage of the linkable segmented track is a wide variety ofmaterial choice other than, for example rubber of the like. Inparticular, for example, the material of the linkable segment may be arigid non-deformable material which when linked together to form atrack, results in a track that exhibits at least one desiredcharacteristic of a rubber track. A third advantage is the selection ofmaterial to form a track that may accommodate heavy vehicles and/orvehicles with heavy loads without compromising desired characteristicsof a continuous track (e.g. structural integrity).

Referring now to FIGS. 12-1 and 12-2, there is shown a side by sidecomparison of path trajectory of an amphibious vehicle with acontinuously variable ratio steering differential (VRD) (continuouslyvariable speed transmission and steering differential) versus a vehiclewith brake steering (skid steering). As can be clearly seen, the VRDvehicle 10 provides for a smooth travel trajectory and better steeringcontrol versus a brake steer system which provides for a rough traveltrajectory and inherent shortcomings such as loss in power whilesteering (due to braking requirement). The VRD vehicle provides for noloss of power during steering while both tracks drive the differentialspeed ratio while steering. Brake steering puts a tremendous load on thedrive system to steer.

One example of typical overloading when using a brake steering systemfollows: A vehicle (100 hp utility task vehicle (UTV) engine equippedwith a single belt conventional continuous variable transmission (CVT)travelling at full speed has a lot of momentum and the engine iscranking out the maximum 100 hp. When the user brakes to steer, theinitial load on the drive system is much more than the capacity of the100 hp engine which may result in a shock load if performed rapidly(resulting in belt slippage which in turn generates heat through beltslippage reducing efficiency) and result in failure of the single belt.

Steering the amphibious vehicle, of the present disclosure with a VRD,at full speed is unlikely to be overloaded like the prior art systemdescribed above given both tracks of the vehicle are continuouslydriven. The VRD allows the vehicle to attain high speeds for an extendedperiod of time and experience steering for an extended period of timewith minimal or no change in temperature of any drive components of theVRD. During steering at high speeds, there would be minimal to no speedloss (any speed loss would come from the increased rolling resistancefrom the tracks slipping sideways). The VRD is not impacted bytrajectory (straight or turning path). The VRD further has aself-RECTIFIED SHEET (RULE 91.1) centering capability urging both trackspeeds to be equal and thus maintain a straight path when the steeringsystem is not urged one way or another. In typical brake steer systems,the braking side does not disengage the transmission but rather locksthe planetary gear or the like, which doubles the output RPM of thenon-braking side. However, the doubling of the RPM of the non-brakingside reduces the torque, typically by a factor of about 2, thus reducingthe overall driving force of the vehicle while turning, as well asincreasing the load on the engine. On the contrary, the current system(VRD system) disengages the drive belt on one side before applying thebrake to said side. The current system does not apply any increased loadto the engine or drive train. Low speed auto brake steer is used for apivot turn, where one track is locked and the other drives the vehicle.This is typically used to steer at slower speeds, in one alternativespeeds below about 8 kmh⁻¹ and/or below about 5% of maximum forwardspeed of the vehicle. Brakes may also be used to steer at tighter radiithan possible with sheave ratios. Brakes cannot be applied until thesheaves are disengaged with the V belt(s). The brake on one side of thevehicle is applied when the side shift arm reaches a maximum position. Aleft turn occurs when the left shift arm moves to the full left positionstopping at the brake cylinder. In one embodiment, a pair of forward,neutral, reverse (FNR) gearboxes is required to perform a zero turnwherein a first track rotates in one direction and a second trackrotates in a reverse direction of the first track simultaneously. As anexample, the vehicle may be moving forward with both sides engaged inforward movement. When the user wants to perform a zero turn, the usermay disengage one side to neutral position and move the other side toreverse. A second possibility involves the user shifting both sides toneutral and then simultaneously shifting one side into forward and theother side into reverse, causing a zero turn. In any of the abovescenarios, the user may initiate the turn when the vehicle is stationaryor moving. A preferred embodiment further includes 2 separatecontrollers, one for each gearbox. A pair of gearboxes mounted to theoutputs of the VRD also provides the option of a high/low gear ratiooperation range. This further provides an option to change output speedratios of the vehicle for different applications/situations, such as lowspeed high torque work vehicle or a high speed vehicle. FIG. 12A-12Cdepict the brake steering of the current system herein. In FIG. 12A,left and right brakes are disengaged (depicted by gap between shift armsand brake cylinder plunger) and V belts are disengaged. In FIG. 12B,left and right brakes are engaged (no gap between shift arms and brakecylinder plunger) and V belts are disengaged. In FIG. 12C, right brakeis engaged, right V belt is disengaged, left brake is disengage and leftV belt is engaged resulting in a right brake turn of the vehicle.

Referring now to FIGS. 13 through 18 a second embodiment shown generallyas 300 of the continuously variable speed transmission and steeringdifferential. Another embodiment of the present disclosure, acontinuously variable speed transmission and steering differential, isshown generally as 300 and includes the following major componentsnamely, drive axle 302, which is fixed to the chassis and rotates onbearings.

Drive axle 302 has mounted thereon left and right moveable drive sheaves304, left and right fixed drive sheaves 306, left and right parallelshift arms 308 and cog pulley 310.

Cog pulley 310 receives a cog belt 408 from a motor (not shown) in FIGS.13 and 14, which drives drive axle 302, but shown in FIG. 18 aspropulsion motor 402.

Continuously variable speed transmission and steering differential 300includes two major mechanisms, namely, shift mechanism 303 anddifferential mechanism 305.

Shift mechanism 303 includes speed change motor 320, chain 324,sprockets 322, motor sprockets 326 shift arm cap 362 and shift arm base363.

Speed change motor 320 receives signals from an operator to rotate motorsprocket 326, which in turn moves chain 324 and sprockets 322, which inturn rotate ball screw shafts 311, which in turn simultaneously moveshift arms 308, thereby controlling the width or the spacing between themoveable drive sheaves 304 and the fixed drive sheaves 306, therebyeffecting gear changes.

There are two moveable drive sheaves 304 on both the right and left sideof the continuously variable speed transmission and steeringdifferential 300.

By bringing shift arms 308 in closer proximity to each other by turningball screw shafts 311 one can narrow the width between the moveabledrive sheaves and the fixed drive sheaves 306 thereby increasing thegear ratio between the drive axle 302 and the right and left drivenaxles 340 and 342.

One can lower the gear ratio by reversing the direction of rotation ofspeed change motor 320, which in turn separates the left and right shiftarms 308 thereby increasing the distance between the moveable drivesheaves 304 and the fixed drive sheaves 306. Low gear for example isshown in FIG. 13 and high gear is shown in FIG. 16. In FIG. 16 forexample the drive sheaves are as close as possible together putting thecontinuously variable speed transmission and steering differential intothe highest gear possible which would in turn provide for the highestspeed at the driven axles 340 and 342. Referring now to FIG. 14, thedrive sheaves 304, 306 are at their maximum separation, which isaccomplished by moving the parallel shift arms 308 away from each otherin the lateral direction 333 using the shift mechanism 303 as describedabove. In low gear as shown in FIG. 13 the right driven axle 340 and theleft driven axle 342 are turned at their lowest speed possible in otherwords the continuously variable speed transmission and steeringdifferential 300 is in the lowest gear and/or low gear. Therefore,moving the drive sheaves apart lowers the gear reduction to the drivenaxles 340 and 342 and moving the drive sheaves together increases thegear ratio to the right driven axle 340 and 342.

During the speed change operation shift mechanism 303 simultaneouslymoves both the left and right shift arms in unison such that theseparation between the moveable drive sheaves 304 and the fixed drivesheaves 306 on both the left and right side remains the same. The amountof speed change will be the same on both the right driven axle 340 andthe left driven axle 342.

A differential mechanism shown generally as 305 includes the followingmajor components namely a differential arm 312, which is connected to alink arm 314 at the link arm pivot 318, which in turn is connected toleft and right differential links 316 which in turn is connected toshift arms 308. Differential arms 312 are connected to a differentialarm shaft 319 and rotate in unison.

By rotating differential arm shaft 319 either clockwise or counterclockwise this in turn will move shift arms 308 either to the leftand/or to the right thereby increasing the distance between the moveabledrive sheave 304 and the fixed drive sheave 306 on one side, for examplethe right side, and decreasing the distance between moveable drivesheave 304 and fixed drive sheave 306 on the other side namely the leftside of the transmission.

Differential arm shaft 319 which is in turn connected to front and backdifferential arms 312 is rotated at steering link point 321 through aseries of links namely steering linkage 404 which ultimately isconnected to either a set of handle bars 406 and/or steering wheel.

On the driven side of the continuously variable speed transmission andsteering differential 300 there is a right driven axle 340, a leftdriven axle 342, a right fixed driven sheave 344, a right moveabledriven sheave 348, a left fixed driven sheave 346 and a left moveabledriven sheave 350 having a V-belt 352 mounted thereon. In regard to thedrive sheaves the inner drive sheaves are the fixed drive sheaves 306wherein the out-drive sheaves are the moveable drive sheaves 304.

On the driven end, it is the exact opposite, namely, the moveable drivensheaves 348 and 350 are on the inside and the right and left fixeddriven sheaves 344 and 346 are on the outside. In this manner, one canmaintain belt alignment between the drive sheaves and the driven sheaveswhen changing gear ratios. V belt 352 connecting the drive sheaves tothe driven sheaves is of constant length and therefore as the width ofthe drive sheaves increases the width of the driven sheaves decreases tomaintain the correct tension on V belt 352.

FIG. 13, for example, shows maximum separation between the fixed drivesheave 306 and the moveable drive sheave 304 which would correspond tothe lowest gear possible whereas the right fixed driven sheave 344 andright moveable driven sheave 348 are shown in the closest spacingpossible again corresponding to the lowest gear ratio. FIG. 13 shows theshift mechanism 303 in the lowest gear ratio. FIG. 16 shows the sheaves304 and 306 as close as possible and in a high gear position.

FIG. 13 also shows that the two sets of drive sheaves, namely the rightand left moveable drive sheaves 304 and fixed drive sheaves 306, areequally spaced meaning that there is no differential or steering inputand therefore the differential is neutral or in the straight aheadposition. To input steering one would urge steering link point 321either left or right which in turn would turn differential arm shaft319, which in turn would turn differential arms 312, which in turn wouldmove shift arms 308 either to the right or to the left, therebyinputting steering function. FIG. 17 shows maximum left turndifferential input. In FIG. 17, the drive sheaves on the left hand sideare in the lowest gear possible and the drive sheaves on the right handside are in the highest gear possible therefore the right driven axle340 will be turning at the maximum speed possible and the left drivenaxle 342 will be driven at the lowest speed possible therefore this willcause the vehicle to turn in a left hand turn since the right drivenaxle 340 is turning at a much greater speed than the left driven axle342 thereby pivoting the vehicle to the left. In order to initiate aright hand turn the differential arm 312 would be pivoted in theopposite direction as shown in FIG. 17 and the gear ratios that areshown in FIG. 17 would essentially be reversed namely the right handdrive sheaves would be caused to become wider therefore putting it intoa lower gear whereas the left drives sheaves would be brought closertogether thereby putting them into a high gear such that the left drivenaxle 342 would be moving at a greater speed than the right driven axle340 thereby pivoting the vehicle right creating a right hand turn.

There is further anti-rotation and suspension axles 332, which have adouble function: first of all, they provide for attachments to the rearsuspension, and they also prevent rotation of the continuously variablespeed transmission and steering differential structure. FIG. 13A depictsthe continuously variable speed transmission and steering differential300 with six V belts 352. This is a multi-belt version of thecontinuously variable speed transmission and steering differential 300.

Referring now to FIG. 14, which is a partial schematic cross-sectionalview taken through the centre of drive axle 302 which shows thatmoveable drive sheave 304 is attached to drive axle 302 with a keyedtorque hub 374 which includes hub rollers 360.

Drive axle 302 is mounted onto drive axle bearing 331 and also bearings330 on each end of the shaft. Sliding bushings 370 are mounted ontodrive axle 302 and slide in the longitudinal direction 309 along driveaxle 302 as required.

Ball screw shafts 311 are mounted on to shift arms 308 with ball screwbearings 313.

Additionally, drive axle 302 is also supported by centrally locateddrive axle bearing 372.

Referring now to FIGS. 19A, 19B and 19C, a further embodiment of thevehicle is shown with an enclosure 400 forming part of the amphibiousvehicle 10. The enclosure may comprise at least one window 410 and atleast one door 420. In an exemplary embodiment, the enclosure isdetachable. In another exemplary embodiment, the vehicle includes a fullenclosure serving several purposes including protection of the operator,vehicle and contents thereof (including any passengers) should thevehicle experience a rollover, and facilitating the vehicle toself-right in water when required. In another embodiment, the enclosurefurther replaces the need of a roll bar or roll cage. The structure ofthe enclosure should be strong and rigid to support the weight of thevehicle and contents thereof in the event of a rollover or the like. Anexemplary material is Foam Core Carbon Fiber (FCCF), although othermaterials that minimize any water entering the cabin when the vehicle isnot upright to allow auto roll back over to an upright position (i.e.self-righting or auto-righting). The enclosure in exemplary embodimentsprovides thermal insulation. The enclosure may further provide acousticinsulation. The thermal and acoustic insulation provides an increasedcomfort level to the operator and occupants of the vehicle. An exemplarymethod to attach the enclosure to the vehicle is the enclosuresandwiched between a pair of machined aluminum pockets, held in placewith epoxy. These pockets have one of more holes in them to fasten thedesired objects accordingly. There will be rows or a whole series ofthese pockets throughout the vehicle where ever an attachment point isrequired. Standard aviation L-track is the preferred mounting system tobe bolted to these pockets. A foam or rubber seal will be used at thejoint to make it water tight.

FIG. 19B depicts an exemplary embodiment of the vehicle 10 with theenclosure 400 of FIG. 19A when upside down in water. Because the centerof mass is sufficiently above the waterline, the vehicle 10 is unlikelyto remain in this position and any wave force of imbalance of weightwould initiate the vehicle to roll over to the upright position.

FIG. 19C depicts an exemplary embodiment of the vehicle 10 on its sidein the water. Similarly, given the center of mass is off center to thecenter of displacement, the vehicle 10 will seek to return to an uprightposition.

FIG. 20 depicts a further exemplary embodiment of the drive wheel andidler wheels. In this exemplary embodiment, the drive wheel 430 andidler wheels 440 are tires, in exemplary embodiments, high speed tires.In exemplary embodiments, the tires have treads, which complement theinternal cog pitch of the tracks. A preferred track is a track typicallyused in snowmobiles or the like. In one embodiment, the front idlerwheel tire is connected to a tension system 450, in exemplaryembodiments, a slotted tension system to allow tension adjustment of thetracks over the wheels. A predetermined amount of tension on the tracksreduces track and/or tire slip and reduces de-railing of the tracksduring a tight or hard turn by said vehicle.

FIG. 20 depicts a power height and tilt system comprised of at least twoindependently operated linear actuator motors 460 for raising andlowering each track frame in unison via s-arms 470 with the other trackframe or independent of the other track frame. When moved independent ofthe other track frame, the vehicle will tilt to one side. In oneembodiment, the operator may control each linear actuator motor via anindependent control, in exemplary embodiments, via a joystick likecontrol. The linear actuator motors may be pneumatic, hydraulic orelectric.

FIG. 21 depicts the vehicle 10 according to yet another exemplaryembodiment further comprising a parachute system 500 connectable to saidvehicle 10. The parachute system 500 may be a standard parachute able towithstand the weight of the vehicle 10. In this embodiment, theparachute system comprises a power unit with a propeller 510 tofacilitate movement of the vehicle in air. The parachute may be attachedto the vehicle based on techniques know to a person of ordinary skill. Amost common is 4 slings attached to each corner of the vehicle that riseup to a cross bar that connects all the strings attached to theparachute canopy. Another method would use 4 rigid arms instead of the 4slings attached to each corner. The rigid arms may be beneficial fordeployment from an aircraft or for take-off from the ground to hold allthe canopy strings above the operator inside the vehicle.

FIG. 22 depicts the vehicle in a modular stated wherein the fenders andtracks are detached from the hull to allow for ease in transportationand storage in confined spaces. The fender and tracks are quicklydetached and reattached as required. For the removable fenders, apreferred method is as per the enclosure described above. The trackframe may be detachably removed in one embodiment as follows: the trackframe has an axle for each tire that is mounted to the track frame. Eachaxle slides into a mounting hole at the end of each S-arm. The axle isheld in place with a large bolt that clamps the axle against a shoulderto secure it rigidly to the S-arm. 3 axles slide into 3 S-arm pocketsand held in place with 3 bolts. The rear drive tire is mounted to adrive axle that mates to the swing arm drive axle using a pair offlanges.

The following is an example of an amphibious vehicle according to oneembodiment.

Example 1—Speed on Land and Water

An amphibious vehicle according to one embodiment with 150 hp stock 800cc snowmobile engine has achieved a land speed of 126 kmh⁻¹ and a waterspeed 77 kmh⁻¹. However, the vehicle is able to attain a land speed of137 kmh⁻¹. An amphibious vehicle with 200 hp engine is expected toachieve a minimum land speed of 160 kmh⁻¹ and minimum water speed of 115kmh⁻¹. An amphibious vehicle with higher hp is expected to achievehigher land and water speeds.

Improved rider comfort is achieved by the biasing means (suspension andshocks). Smooth operation is achieved by the combination of the biasingmeans (suspension and shocks) with the VRD controls which controls maybe typical snowmobile controls (handlebar, thumb throttle, hand brake)or automobile controls (steering wheel, right foot throttle, left footbrake and joystick for height/tilt adjust). Furthermore, the VRDcontrols feedback to an operator provides the feel of driving anall-terrain vehicle. Automobile controls provides the feel of driving acar.

The following provides several examples of calculated wetted trackvolume to vehicle weight ratio with varying track lug height (track lugdepth).

WTL×TTW×LH/Mass=in³/lb. (cubic inches of water per pound of vehicleweight), (1 in³=16.387 cm³, 1 lb=0.454 kg, so 1 in³/lb.=16.387cm³/0.4536 kg=36.127 cm³/kg

Acronym List

WTL=Wetted Track Length at planing threshold

TTW=Total Track Width

LH=Lug Height

M=Mass of vehicle with operator and fuel

Exemplary vehicle specifications are:

WTL=73.5″ (186.7 cm)

TTW=32″ (81.3 cm)—(2 tracks×16″=32″)

Varying LH=2.5″ (6.35 cm), 2.0″ (5.08 cm), 1.5″ (3.81 cm), 1.25″ (3.18cm), 1.0″ (2.54 cm), 0.875″ (2.22 cm)

M=1150 lbs (521.6 kg)—(900 lbs+1751b operator+75 lbs fuel=1,150 lbs)

Wetted track swept path volume to weight ratio:

Substitute formula for 2.5″ (6.35 cm) LH, the ratio is 5.11 in³/lb.(184.73 cm³/kg)

Substitute formula for 2.0″ (5.08 cm) LH, the ratio is 4.09 in³/lb.(147.76 cm³/kg)

Substitute formula for 1.5″ (3.81 cm) LH, the ratio is 3.07 in³/lb.(110.91 cm³/kg)

Substitute formula for 1.25″ (3.18 cm) LH, the ratio is 2.56 in³/lb.(92.49 cm³/kg)

Substitute formula for 1.0″ (2.54 cm) LH, the ratio is 2.05 in³/lb.(74.06 cm³/kg)

Substitute formula for 0.875″ (2.22 cm) LH, the ratio is 1.79 in³/lb.(64.67 cm³/kg). We have found a minimum of 1.80 in³/lb (65 cm³/kg) orgreater is preferred for a tracked amphibious vehicle to result in aminimum amount of thrust relative to vehicle weight as calculated at theplaning threshold for the vehicle to plane on water starting from astandstill position on water.

The planing threshold is where the horizontal drag force has reached apeak.

Beyond this point, lift force is sufficient to raise the center of massenough to begin reducing drag, by reducing the volume of waterdisplaced. Due to forward momentum, the volume of water displaced ismuch more than just the wetted volume of water for the vehicle at rest.

As many changes can be made to the preferred embodiment of thedisclosure without departing from the scope thereof; it is intended thatall matter contained herein be considered illustrative and not in alimiting sense.

1. An amphibious multi-terrain water planing tracked vehicle comprising:a. a hull having a top, a bottom, a front end, a rear end, a first sideand a second side; b. at least one track frame mounted to said hull; c.a sole propulsion and water planing means comprising at least onecontinuous rotatable track having an outside surface and an insidesurface, mounted to said at least one track frame; d. a drive system fordriving said at least one continuous rotatable track and for driving asteering system; wherein said vehicle when transitioning from land towater and vice versa requires no modification of said drive system or anexterior surface of said hull or vehicle, and wherein said vehicle isconfigured to plane on water from a stand still position in water.
 2. Anamphibious multi-terrain water planing tracked vehicle comprising: a. ahull having a top, a bottom, a front end, a rear end, a first side and asecond side; b. at least one pair of track frames wherein one of saidpair of track frames is mounted to said first side of said hull andanother of said pair of track frames is mounted to said second side ofsaid hull; c. a sole propulsion and water planing means comprising acontinuous rotatable track having an outside surface and an insidesurface, mounted to each of said pair of track frames; d. a drive systemfor driving each continuous rotatable track and for driving a steeringsystem; wherein said vehicle when transitioning from land to water andvice versa requires no modification of said drive system or an exteriorsurface of said hull or vehicle, and wherein said vehicle is configuredto plane on water from a stand still position in water.
 3. The vehicleof claim 1 or 2 wherein said continuous rotatable track is notvertically adjustable relative to said hull.
 4. The vehicle of claim 1or 2 wherein said continuous rotatable track is vertically adjustablerelative to said hull.
 5. The vehicle of claim 1 or 2 wherein said hullis buoyant.
 6. The vehicle of claim 1 or 2 wherein said track frame isbuoyant.
 7. The vehicle of claim 1 or 2 wherein said hull and said trackframe are buoyant.
 8. The vehicle of claim 1 or 2 wherein saidcontinuous rotatable track provides sufficient lift and thrust whenplaning on water to support the vehicle.
 9. The vehicle of claim 1 or 2any one of claims 1 to 7 wherein said continuous rotatable track alongwith said hull provide lift of said vehicle when travelling along water.10. The vehicle of claim 1 or 2 wherein said hull while travelling onwater after planing out is not in contact with the surface of the waterand said continuous rotatable track acts as the sole producer of liftand propulsion along said water.
 11. The vehicle of claim 1 or 2 with acombined track width to overall vehicle width ratio of from about fromabout 0.4:1 to about 0.95:1.
 12. The vehicle of claim 1 or 2 with acombined track width to overall vehicle width ratio is from about 0.5:1to about 0.95:1.
 13. The vehicle of claim 1 or 2 with a combined trackwidth to overall vehicle width ratio is from about 0.6:1 to about0.95:1.
 14. The vehicle of claim 1 or 2 wherein said vehicle has a ratioof lift producing overall track width to lift producing hull width offrom about 0.5:1 to about 12:1.
 15. The vehicle of claim 14 wherein saidratio of lift producing overall track width to lift producing hull widthis about 1.23:1.
 16. The vehicle of claim 1 or 2 wherein each of saidcontinuous rotatable track further comprises a belt portion and aplurality of track lugs on said belt portion, each of said track lugsextending out from an outer surface of said belt portion of said track.17. The vehicle of claim 1 or 2 wherein each of said continuousrotatable track further comprises a belt portion and a plurality oftrack lugs on said belt portion, each of said track lugs extending outfrom an outer surface of said belt portion of said track, wherein eachof said plurality of track lugs has a track lug height of at least about1.6 inches (4.06 cm).
 18. The vehicle of claim 1 or 2 wherein each ofsaid continuous rotatable track further comprises a belt portion and aplurality of track lugs on said belt portion, each of said track lugsextending out from an outer surface of said belt portion of said track,wherein each of said plurality of track lugs has a track lug height ofat least about 2.5 inches (6.35 cm).
 19. The vehicle of claim 1 or 2wherein each of said continuous rotatable track further comprises a beltportion and a plurality of track lugs on said belt portion, each of saidtrack lugs extending out from an outer surface of said belt portion ofsaid track, wherein each of said track lugs has a triangle-like profile.20. The vehicle of claim 1 or 2 wherein each of said continuousrotatable track further comprises a belt portion and a plurality oftrack lugs on said belt portion, each of said track lugs extending outfrom an outer surface of said belt portion of said track, wherein eachof said track lugs has a triangle-like profile, wherein saidtriangle-like profile is selected from the group consisting of anisosceles triangle, a scalene triangle, a right angle triangle, anobtuse angle triangle, an acute angle triangle and combinations thereof.21. The vehicle of claim 20 wherein each of said track lugs has atruncated peak.
 22. The vehicle of claim 20 wherein said triangle-likeprofile has a lead triangle side angle to said belt portion, whenproximate the water surface, for promoting movement of water on saidlead triangle side away from said track.
 23. The vehicle of claim 20wherein said triangle-like profile has a lead triangle side angle tosaid belt portion, when proximate the water surface, for promotingmovement of water on said lead triangle side away from said track,wherein said lead triangle side angle further assists in propulsion ofsaid vehicle in a desired direction.
 24. The vehicle of any one of claim20 wherein each of said track lugs is spaced apart from each other andfurther a number of said each of said track lugs are proximate a centreof said belt portion and proximate the sides of said belt portion. 25.The vehicle of claim 20 wherein each of said track lugs is spaced apartfrom each other and further a number of said each of said track lugs areproximate a centre of said belt portion and proximate the sides of saidbelt portion, wherein said track lugs proximate the centre of said beltportion are shorter than said track lugs proximate the sides of saidbelt portion.
 26. The vehicle of claim 20 wherein each of said tracklugs is spaced apart from each other and further a number of said eachof said track lugs are proximate a centre of said belt portion andproximate the sides of said belt portion, wherein said track lugsproximate the centre of said belt portion are taller than said tracklugs proximate the sides of said belt portion.
 27. The vehicle of claim1 or 2 wherein said at least one continuous rotatable track furthercomprises at least one flange along the side thereof extending outwardfrom the outer surface of said at least one continuous rotatable track;said at least one flange forming an inner side wall and an outer sidewall along the length of said at least one continuous rotatable track.28. The vehicle of claim 27 wherein said flange is integral with saidtrack.
 29. The vehicle of claim 27 wherein said flange is detachablefrom said track.
 30. The vehicle of claim 27 wherein said flange isdeformable.
 31. The vehicle of claim 27 wherein said flange has a shapeselected from the group consisting of: “S”, serpentine, zigzag,accordion and combinations thereof.
 32. The vehicle of claim 1 or 2further comprising a trailing edge proximate an end of said vehicle anda centre of mass, with an angle formed from the trailing edge to thecentre of mass of from about 35 degrees or less.
 33. The vehicle ofclaim 32 wherein said angle is from about 35 degrees to about −20degrees.
 34. The vehicle of claim 1 or 2 further comprising a centre ofmass and a centre of buoyancy wherein the centre of mass is proximatethe center of buoyancy wherein any lift producing surface of saidvehicle is optimal for planing on water.
 35. The vehicle of claim 34wherein said vehicle requires no external retractable device to increaselift of said vehicle.
 36. The vehicle of claim 1 or 2 further comprisinga continuously variable speed transmission and steering differential.37. The vehicle of claim 36 wherein said continuously variable speedtransmission and steering differential comprises: a. a laterallyextending central drive axle rotatably driven by a power source; b. aleft pair of drive sheaves and a right pair of drive sheaves, mounted tothe drive axle; wherein each pair of drive sheaves includes a fixeddrive sheave and a laterally moveable drive sheave along the drive axle;c. a means for transmitting rotational energy from the left pair ofdrive sheaves to a left driven axle and from the right drive sheaves toa right driven axle; d. two spaced apart longitudinally extending shiftarms connected to the moveable drive sheaves for controlling thepositioning of the moveable drive sheaves; e. wherein narrowing orincreasing the gap between the shift arms narrows or increasesrespectively the gap between each pair of drive sheaves and increases ordecreases the gear ratio which increases or decreases the speed of thedriven axles, thereby providing speed control; f. wherein shifting theshift arms either left or right varies the gear ratio between the leftand right pair of sheaves which provides differential speed between theleft and right driven axles thereby providing steering control;therefore speed control and steering control is simultaneously andindependently effected by controlling the position of the shift arms.38. The vehicle of claim 36 wherein the continuously variable speedtransmission and steering differential further including; a. thetransmitting means includes a left pair of driven sheaves and a rightpair of driven sheaves, mounted to the left and right driven axlesrespectively rotationally connected to the left and right pair of drivesheaves respectively; b. wherein each pair of driven sheaves includes afixed driven sheave and a moveable driven sheave such that the gapbetween the pair of driven sheaves laterally varies inverselyproportionally to the gap of the pair of the corresponding drivesheaves.
 39. The vehicle of claim 37 wherein the shift arms arelongitudinally extending spaced apart parallel members.
 40. The vehicleof claim 37 wherein the shift arms are planar bars.
 41. The vehicle ofclaim 37 wherein the shift arms are connected with at least one ballscrew shaft extending perpendicular to the shift arms for controllingthe lateral spacing between the shift arms by rotating the ball screwshaft.
 42. The vehicle of claim 37 wherein the shift arms are connectedwith two spaced apart ball screw shafts extending perpendicular to theshift arms for controlling the lateral spacing between the shift arms byrotating the ball screw shafts.
 43. The vehicle of claim 37 wherein theshift arms are connected with at least one ball screw shaft extendingperpendicular to the shift arms for controlling the lateral spacingbetween the shift arms by rotating the ball screw shaft, wherein theball screw shaft rotation is motor driven.
 44. The vehicle of claim 37wherein the shift arms are connected with at least one ball screw shaftextending perpendicular to the shift arms for controlling the lateralspacing between the shift arms by rotating the ball screw shaft, whereinthe ball screw shaft is motor driven with sprockets mounted onto the endof each ball screw shaft and motor and inter-connected with a chain. 45.The vehicle of claim 37 further including a pivoting differential armshaft connected to each shift arm with differential links such thatpivoting the differential arm shaft in one direction varies the gearratio between the left and right pair of sheaves and pivoting in theopposite direction varies the gear ratio oppositely between the left andright pair thereby providing steering control.
 46. The vehicle of claim37 further including a pivoting differential arm shaft connected to eachshift arm with differential links such that pivoting the differentialarm shaft in one direction varies the gear ratio between the left andright pair of sheaves and pivoting in the opposite direction varies thegear ratio oppositely between the left and right pair thereby providingsteering control, wherein the differential arm shaft is connected to atleast one differential arm which in turn is connected to a link armpivoting about a link arm pivot, wherein each end of the link arm isconnected to one end of a differential link thereby connecting thedifferential arm shaft to the shift arms.
 47. The vehicle of claim 37wherein the continuously variable speed transmission and steeringdifferential further including; a. the transmitting means includes aleft pair of driven sheaves and a right pair of driven sheaves, mountedto the left and right driven axles respectively rotationally connectedto the left and right pair of drive sheaves respectively; b. whereineach pair of driven sheaves includes a fixed driven sheave and amoveable driven sheave such that the gap between the pair of drivensheaves laterally varies inversely proportionally to the gap of the pairof the corresponding drive sheaves, wherein the inner drive sheaves arefixed and the outer drive sheaves are moveable, and the inner drivensheaves are moveable and the outer driven sheaves are fixed.
 48. Thevehicle of claim 37 further including a pivoting differential arm shaftconnected to each shift arm with differential links such that pivotingthe differential arm shaft in one direction varies the gear ratiobetween the left and right pair of sheaves and pivoting in the oppositedirection varies the gear ratio oppositely between the left and rightpair thereby providing steering control, wherein differential armconnected to a steering linkage which in turn is connected to a steeringcontrol such that actuating the steering control pivots the differentialarm thereby providing steering control.
 49. The vehicle of claim 37wherein the drive axle includes a cog pulley connected to a belt forreceiving power from a power source.
 50. The vehicle of claim 37 whereinthe driven axles are connected to wheels.
 51. The vehicle of claim 37wherein the driven axles are connected to tracks.
 52. The vehicle ofclaim 37 further including a pivoting differential arm shaft connectedto each shift arm with differential links such that pivoting thedifferential arm shaft in one direction varies the gear ratio betweenthe left and right pair of sheaves and pivoting in the oppositedirection varies the gear ratio oppositely between the left and rightpair thereby providing steering control, wherein differential armconnected to a steering linkage which in turn is connected to a steeringcontrol such that actuating the steering control pivots the differentialarm thereby providing steering control, wherein the steering control isselected from the group consisting of pivoting handle bars, steeringwheel and combinations thereof.
 53. The vehicle of claim 37 wherein thedrive axle includes a cog pulley connected to a belt for receiving powerfrom a power source, wherein the power source is an internal combustionmotor.
 54. The vehicle of claim 37 wherein the continuously variablespeed transmission and steering differential further including; a. thetransmitting means includes a left pair of driven sheaves and a rightpair of driven sheaves, mounted to the left and right driven axlesrespectively rotationally connected to the left and right pair of drivesheaves respectively; b. wherein each pair of driven sheaves includes afixed driven sheave and a moveable driven sheave such that the gapbetween the pair of driven sheaves laterally varies inverselyproportionally to the gap of the pair of the corresponding drivesheaves, wherein the transmitting means further includes two v-beltsrotationally connecting the left drive sheaves to the left drivensheaves and the right drive sheaves to the right driven sheaves.
 55. Thevehicle of claim 1 or 2 further comprising a trailing edge waterdiverter integral with said hull providing an unobstructed path forwater sprayed off said tracks to be directed away from said vehicle. 56.The vehicle of claim 55 wherein said diverter further minimizes watersprayed off said tracks contacting said vehicle.
 57. The vehicle ofclaim 55 wherein said unobstructed path forms a minimum angle of about40 degrees from the trailing edge of said tracks to a trailing edge ofsaid vehicle.
 58. The vehicle of claim 55 wherein said integral trailingedge water diverter extends beyond said at least continuous rotatabletrack a minimum of about 40 degrees in relation to an angle formedbetween a wetted lift producing track surface and a tangent line at saidtrailing edge of a rotation track travel starting point.
 59. The vehicleof claim 55 wherein said trailing edge water diverter extends below thesurface of the water when said vehicle is in water further reducingwater flow from feeding into a top side of said track.
 60. The vehicleof claim 55 wherein said trailing edge water diverter further comprisesa flap extending from said diverter to proximate said track.
 61. Thevehicle of claim 55 wherein said trailing edge diverter for reducing: a.water at the trailing edge from recirculating back to said vehicle; andb. reducing hydrodynamic drag and/or parasitic drag during planingand/or traveling on water.
 62. The vehicle of claim 55 wherein saidtrailing edge water diverter further comprises a flap extending fromsaid diverter to proximate said track, wherein said flap forms an anglefrom a bottom of the trailing edge of the track from between about 0degrees to about 90 degrees.
 63. The vehicle of claim 55 wherein saidtrailing edge water diverter further comprises a flap extending fromsaid diverter to proximate said track, wherein said flap forms an anglefrom a bottom of the trailing edge of the track of about 30 degrees. 64.The vehicle of claim 1 or 2 with a track loading of 0.80 psi (5.52 kPa)or less calculated by total vehicle weight/total flat surface area (incontact with a ground surface).
 65. The vehicle of of claim 1 or 2 witha track lift producing wetted area having a pressure in the range offrom about 0.1 psi (0.69 kPa) to about 1.1 psi (7.58 kPa) at waterplaning threshold.
 66. The vehicle of claim 65 wherein the pressure isfrom about 0.25 psi (1.72 kPa) to about 0.70 psi (4.83 kPa) at waterplaning threshold.
 67. The vehicle of claim 1 or 2 further comprising atilt adjustment system.
 68. The vehicle of claim 67 wherein said tiltadjustment system is selected from manual, powered and combinationsthereof.
 69. The vehicle of claim 67 further comprising a heightsuspension adjustment system.
 70. The vehicle of claim 1 or 2 furthercomprising a powered height suspension adjustment system and poweredtilt adjustment system in combination.
 71. The vehicle of claim 1 or 2further comprising a minimum wetted track volume of water containedwithin a swept path to vehicle weight ratio defined by (Wetted TrackLength (WTL) at planing threshold multiplied by Total Track Width (TTL)multiplied by Lug Height (LH)) divided by Mass (M) of vehicle (includingoperator and fuel) for planing on water without need of additional liftdevices.
 72. The vehicle of claim 71 wherein the minimum wetted trackvolume of water to vehicle ratio is at least about 1.8 in³/lb (65cm³/kg).
 73. The vehicle of claim 1 or 2 wherein said track comprises aplurality of connectable linkable segments forming a continuous track.74. The vehicle of claim 1 or 2 further comprising a fixed suspensionthat can be driven from either a front or rear track position.
 75. Thevehicle of claim 1 or 2 further comprising a rear drive track systemusing at least one of a swing arm system, pivot arm system andcombinations thereof.
 76. The vehicle of claim 1 or 2 further comprisinga left and right S arm for a front track suspension position and a leftand right rear swing arm providing suspension and drive forces.
 77. Thevehicle of claim 1 or 2 wherein said track, when said vehicle isplaning, is resilient forming a concave area on said track along anunderside of said vehicle.
 78. The vehicle of claim 77 wherein theconcave area runs along the length of said track in contact with saidwater.